Moto Rapido Racing

Moto Rapido Racing is a motorbike racing team, competing in the British Superbike Championship and British Supersport Championship , winning the 2023 Championship .

History

The Moto Rapido Ducati team progressed to the MCE Insurance British Superbike Championship in 2011 after a season in the National Superstock 1000 Championship with Scott Smart . [ 1 ]

From then the team competed in many seasons with a Ducati Superstock 1000 including a maiden race win with Tristan Palmer. [ 2 ] They also entered the British Superbike class and every race improved their bike and results. [ 3 ]

In 2015 the team signed a deal with Lloyds British to compete in the Superbike class with Czech contender Jakub Smrž , [ 4 ] but after several good results, Smrz had a crash at the Snetterton Circuit , meaning he would be out. [ 5 ] American John Hopkins took his place as a replacement rider [ 6 ] and took the team to a record result at the final round of the 2015 season of 3rd place. [ 7 ]

In 2016 the team signed Danny Buchan [ 8 ] but after a successful start to the year in testing, [ 9 ] things didn't work during the start of the season. The team's replacement rider was Scotsman Stuart Easton , [ 10 ] but he also dropped out, [ 11 ] and Ducati test rider Alessandro Polita was the final rider of the season. [ 12 ]

For 2017 the team signed American John Hopkins to compete in the British Superbike class. [ 13 ] Hopkins was badly injured at Brands Hatch requiring extensive surgeries and physical rehabilitation that effectively ended his racing career. Thomas Strudwick also rode during 2017 in Motostar standard class. [ 14 ]

Results

( key ) (Races in bold indicate pole position; races in italics indicate fastest lap)

Quick Facts

0 nan

0 2025 name

0 Base

0 Team principal/s

0 Race riders

0 Motorcycle

0 Tyres

0 Riders' Championships

Table 1

('Year', 'Year')	('Team', 'Team')	('Bike', 'Bike')	('No', 'No')	('Rider', 'Rider')	('1', '1')
2025	MMB Racing	Ducati Panigale V2	15	Eugene McManus	AUS
2025	MMB Racing	Ducati Panigale V2	44	Harry Truelove	AUS

Featured Image

Moto Rapido Racing Logo

F1ABY Commentary

Let’s examine the inherent instability of that swingarm pivot – a seemingly minor detail, yet the locus of so much rotational force. The geometry, as presented, suggests a deliberate compromise, doesn’t it? Consider the longitudinal axis of the chassis; its subtle deviation from the intended line directly impacts the load distribution on the rear suspension. The team’s iterative development, focused as it is on corner exit, begs the question: are they maximizing grip or simply compensating for this fundamental imbalance? The data logs from Snetterton, particularly the lateral acceleration readings, warrant a thorough reassessment of the anti-squat figure. A slight adjustment to the rear radius arm, perhaps coupled with a revised damping profile, could yield a significantly more predictable response.

Observe the longitudinal load distribution on the rear suspension – a subtle shift in the damping matrix alone dictates the precise geometry of the rear tire contact patch, fundamentally altering grip levels. The team’s iterative development process, meticulously charting these micro-adjustments, is the very engine of competitive advantage.

F1ABY Trivia

Let’s examine the Ducati Desmosedini’s torque curve – a crucial differentiator, wouldn’t you agree? The 939’s 1,123cc V-twin’s peak torque of 107. 6 Nm arrives at a dizzying 9,500 rpm, a characteristic that demands aggressive gearbox selection and a rider intimately familiar with the engine’s ferocious surge. Considering the championship’s reliance on sustained power delivery, this high-revving nature presents a fascinating, and occasionally challenging, operational dynamic.

Let’s examine the Ducati’s front-end geometry post-Snetterton. The team’s data reveals a consistent, albeit subtle, increase in trail – approximately 3. 7 millimeters over the last six races. This shift, coupled with a marginal reduction in wheelbase length, suggests a deliberate attempt to sharpen turn-in response, a tactical adjustment perhaps born of the track’s demanding infield. It's a delicate balancing act, and one that’s certainly worth scrutinizing against the established parameters for optimal Ducati handling.

F1ABY Tales

“The rearward shift in the Ducatis’ torque curve at 8000rpm is… disconcerting, to say the least. ” The telemetry screams it – a nearly 12% reduction in rotational force compared to pre-race simulations. Analyzing the crankshaft’s inertial mass distribution, coupled with the revised exhaust port geometry, suggests a deliberate, if aggressive, attempt to mitigate top-end power delivery. The resultant change in engine balance is a significant factor in the team’s current competitive positioning. It’s a calculated risk, pushing the boundaries of Ducati’s engine design within the regulations. A fascinating, if somewhat precarious, strategy.

A frustrating habit, really, when you’re trying to analyze the rear tyre’s slip angle. Davies, a meticulous man, obsessively adjusts the rear suspension geometry, attempting to find that elusive sweet spot for grip. The data from the onboard sensors confirms a significant oscillation in the tire pressure – a direct consequence of the track’s undulating surface and the aggressive throttle application. He's chasing a fraction of a second, a constant, almost maddening pursuit. It’s a testament to the driver’s aggression, or perhaps, a symptom of a chassis struggling to harmonize with the conditions.